JP2013001188A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus capable of accurately calculating the proper target acceleration of ACC control for a control object in an own vehicle performing ACC control and PCS control.SOLUTION: The vehicle control apparatus includes: a detecting means for detecting an object; a vehicle speed control means taking a preceding vehicle as the object for controlling a vehicle-to-vehicle distance between the preceding vehicle and the own vehicle; a collision determination means taking the object detected by the detecting means as a collision determination object for determining the possibility of a collision between the collision determination object and the own vehicle; a control means for executing avoidance control on the own vehicle to avoid the collision between the collision determination object and the own vehicle when the collision determination means determines the possibility of the collision between the collision determination object and the own vehicle to be high; and a stopping means for stopping the vehicle speed control of the own vehicle when predetermined conditions are satisfied when the avoidance control and the vehicle speed control of the own vehicle are performed.

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device mounted on a vehicle.

  In recent years, based on information obtained from a radar device or the like mounted on the host vehicle, a device capable of performing control to maintain a constant distance between the host vehicle and another vehicle traveling in front of the host vehicle. Has been put to practical use.

  Such control may be referred to as radar cruise control, adaptive cruise control, or the like. Hereinafter, such control is simply referred to as ACC control.

  Specifically, the ACC control is a control in which when another vehicle traveling in front of the host vehicle stops, the host vehicle automatically follows the stop and maintains a safe inter-vehicle distance. is there. Further, after the vehicle stops, when the preceding vehicle starts and the inter-vehicle distance increases, the host vehicle starts when a start operation is performed by the driver of the host vehicle.

  In recent years, based on information obtained from a radar device mounted on the host vehicle, the possibility of a collision with another vehicle or an obstacle ahead of the host vehicle is predicted, and the brake device is controlled before the collision. In addition, an apparatus that reduces the impact at the time of collision by winding up a seat belt has been put into practical use.

  Such control may be referred to as pre-crash safety control, and is hereinafter simply referred to as PCS (Pre-Clash Safety) control.

  For example, as an example of an apparatus that performs these controls, there is a technique disclosed in Patent Document 1.

JP 2008-296887 A

  It is assumed that the technique disclosed in Patent Document 1 detects an obstacle with a radar device mounted on the host vehicle when the ACC control is performed on the host vehicle. In this case, when it is determined that there is a possibility of a collision between the obstacle and the host vehicle, the smaller one of the target acceleration in the ACC control and the acceleration for avoiding the collision with the obstacle is equal to or less than the smaller one. Is calculated to adjust the speed of the vehicle.

  Here, assuming that the host vehicle is performing the ACC control and the PCS control, it is assumed that the brake device is controlled by the PCS control and the host vehicle stops. At this time, for example, when the host vehicle tilts and stops, and then the ACC control returns, the radar device mounted on the host vehicle detects other vehicles in the adjacent lane, not the preceding vehicle. It is also possible. In this case, in the ACC control, there is a possibility that control is performed to follow other vehicles in the adjacent lane instead of the preceding vehicle. As a result, the target acceleration for ACC control cannot be calculated accurately.

  Further, the technique disclosed in Patent Document 1 cannot cope with the above-described problem.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to accurately set a target acceleration of ACC control for an appropriate control target in a host vehicle that performs ACC control and PCS control. An object of the present invention is to provide a vehicle control device capable of calculating the above.

  In order to achieve the above object, the present invention employs the following configuration. That is, the first invention is a vehicle control device mounted on the host vehicle. The vehicle control device detects a surrounding object of the host vehicle, and an inter-vehicle distance between the preceding vehicle and the host vehicle when the surrounding object of the host vehicle is determined to be a preceding vehicle ahead of the host vehicle. A vehicle speed control means for controlling the vehicle, a collision judgment means for judging the possibility that the collision judgment target object and the host vehicle collide with the object detected by the detection means, and a collision judgment target object and the host vehicle. When the collision determination means determines that there is a high possibility that the vehicle will collide, control means for performing avoidance control on the own vehicle to avoid a collision between the collision determination object and the own vehicle, and avoidance by the control means Stop means for stopping the control of the vehicle speed of the host vehicle performed by the vehicle speed control means when a predetermined condition is satisfied when the control and the control of the vehicle speed of the host vehicle by the vehicle speed control means are performed. With

  In a second aspect based on the first aspect, the stopping means controls the vehicle speed of the host vehicle performed by the vehicle speed control means based on the relationship between the deceleration by the vehicle speed control means and the deceleration by the control means. It is characterized by stopping.

  According to a third aspect, in the first aspect, the collision determination unit may cause the collision determination target and the host vehicle to collide according to a collision time until the collision determination target and the host vehicle collide. Judging. In the avoidance control performed by the control means, when the control means determines that the collision time is less than or equal to the first threshold value, it controls the equipment provided in the own vehicle to alert the driver of the own vehicle, For a brake device equipped with a brake control for the host vehicle so that the collision determination object does not collide with the host vehicle when it is determined that the time is equal to or shorter than the second threshold set in a time shorter than the first threshold. Do it. The stop means stops the control of the vehicle speed of the host vehicle, which is performed by the vehicle speed control means when the brake control is performed by the control means.

  In a fourth aspect based on the first aspect, the stopping means determines that the control means needs to perform avoidance control for the own vehicle so as to avoid a collision between the collision determination object and the own vehicle. In this case, it is determined whether or not the collision determination target is a moving body, and when the collision determination target is determined to be a moving body, the vehicle speed control performed by the vehicle speed control means is stopped. It is characterized by.

  In a fifth aspect based on the first aspect, the vehicle further includes vehicle information acquisition means for acquiring information indicating whether or not the accelerator pedal of the host vehicle is being depressed. The stop means stops the vehicle speed control performed by the vehicle speed control means when it is determined that the accelerator pedal of the own vehicle is not depressed based on the information.

  In a sixth aspect based on the first aspect, the stop means controls the vehicle speed of the host vehicle, which is performed by the vehicle speed control means when the vehicle speed control means determines that the vehicle speed of the host vehicle needs to be accelerated. It is characterized by stopping.

  In a seventh aspect of the present invention, in the first aspect of the present invention, the control of the vehicle speed of the host vehicle performed by the vehicle speed control unit stopped by the stop unit when a predetermined operation is performed on the host vehicle is restored. And a return means.

  According to the first aspect of the present invention, the vehicle control apparatus capable of accurately calculating the target acceleration of the ACC control with respect to an appropriate control object (preceding vehicle) in the host vehicle performing the ACC control and the PCS control. Can be provided.

  According to the second aspect of the invention, since the control of the vehicle speed of the host vehicle performed by the vehicle speed control means is stopped based on the relationship between the deceleration by the vehicle speed control means and the deceleration by the control means, The phenomenon of falling out does not occur.

  According to the third aspect, when there is a possibility of collision between the host vehicle and the object, it is possible to alert the driver.

  According to the fourth aspect of the invention, for example, the vehicle speed control target of the ACC control is another vehicle in front of the host vehicle, and the ACC control is not released even when the collision determination target object of the PCS control is a guardrail or the like. That is, for example, the risk of collision with the guard rail can be dealt with by PCS control, and other vehicles in front of the host vehicle mv can be dealt with by ACC control, and each control can be performed reliably. The target acceleration of ACC control can be accurately calculated for an appropriate control object.

  According to the fifth aspect of the invention, for example, when the driver is stepping on the accelerator pedal, the ACC control is not released (stopped) despite the possibility of collision between the host vehicle and the object. Therefore, even when the driver of the host vehicle is looking away, the ACC control is not released, and the ACC control is executed when the driver removes his / her foot from the accelerator pedal. can do.

  According to the sixth aspect of the present invention, when there is a possibility of a collision, the host vehicle can be requested to operate the brake with a larger brake amount, and the target acceleration of the ACC control can be set for an appropriate control object. In addition to being able to calculate accurately, the phenomenon that the brake is once released is less likely to occur.

  According to the seventh aspect of the invention, for example, the ACC control once stopped by the operation of the driver can be restored as necessary.

The block diagram which shows an example of a structure of a vehicle control apparatus The flowchart which shows an example of the flow of the process performed in control ECU1 of the vehicle control apparatus which concerns on 1st Embodiment. The flowchart which shows an example of the flow of the process performed in control ECU1 of the vehicle control apparatus which concerns on 2nd Embodiment. The flowchart which shows an example of the flow of the process performed in control ECU1 of the vehicle control apparatus which concerns on 3rd Embodiment. The flowchart which shows an example of the flow of the process performed in control ECU1 of the vehicle control apparatus which concerns on 4th Embodiment.

(First embodiment)
Hereinafter, a vehicle control device according to a first embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the vehicle control device is mounted on a vehicle (specifically, a general passenger car is assumed and is hereinafter referred to as a host vehicle mv).

  FIG. 1 is a block diagram illustrating an example of a configuration of the vehicle control device.

  In FIG. 1, the vehicle control device includes a control ECU (Electrical Control Unit) 1. The control ECU 1 is connected to a radar device 2, a vehicle information acquisition device 3, a brake ECU (Electrical Control Unit) 4, an engine ECU (Electrical Control Unit) 5, a vehicle interior device 6, and the like.

  The control ECU 1 controls the host vehicle mv by controlling various devices and devices connected to the control ECU 1 described later. Specifically, the control ECU 1 keeps a constant distance between the host vehicle mv and another vehicle traveling in front of the host vehicle based on information obtained from the radar device 2 mounted on the host vehicle mv. (Hereinafter, referred to as ACC control).

  Further, the control ECU 1 predicts the possibility of collision with other vehicles and obstacles around the host vehicle mv based on information obtained from the radar device 2 mounted on the host vehicle mv, and may temporarily collide. If it is determined that there is a collision, control is performed to reduce the impact and damage caused by the collision (hereinafter referred to as PCS control).

  Returning to the description of FIG. 1, the radar device 2 is typically a millimeter wave radar device, a laser radar device, or the like. The radar device 2 is installed, for example, at the front portion of the host vehicle mv, radiates electromagnetic waves toward the front outside of the host vehicle mv, and an object (specifically, an object existing within the detection range of the radar device 2). Detects other vehicles such as preceding vehicles and obstacles such as guardrails). For example, the radar device 2 outputs a signal indicating that the object has been detected to the control ECU 1.

  The said vehicle information acquisition apparatus 3 acquires the information regarding driving | running | working of the own vehicle mv. As an example of the vehicle information acquisition device 3, for example, a vehicle speed detection device that detects a vehicle speed when the host vehicle mv is traveling, or a steering rod of the steering handle of the host vehicle mv is attached to the steering handle. Examples thereof include a steering torque detection device that detects the steering torque and a steering angle detection device that detects the steering angle.

  The vehicle information acquisition device 3 also acquires information indicating that the driver of the host vehicle mv has pressed the brake pedal, information indicating that the accelerator pedal has been pressed, and the like.

  Further, when the own vehicle mv is provided with a switch for performing the ACC control or the PCS control, the vehicle information acquisition device 3 displays information indicating that the switch is pressed (information indicating ON / OFF). ) May be acquired.

  The brake ECU 4 controls a brake actuator (not shown) in accordance with an instruction from the control ECU 1 to operate, for example, a brake of the host vehicle mv, or even without a driver's brake operation of the host vehicle mv. Is activated.

  The engine ECU 5 is a device for controlling the engine of the host vehicle mv, and controls the torque of the engine of the host vehicle mv, for example, in accordance with an instruction from the control ECU 1.

  Specifically, the vehicle interior device 6 is a display device, an audio output device, or the like provided in the vehicle interior of the host vehicle mv.

  For example, the display device is a liquid crystal display, a light emitting diode (LED), or an organic EL display provided at a position (such as an instrument panel in front of the driver's seat) that is visible to the driver seated in the driver's seat of the host vehicle mv. Display media.

  Further, for example, the voice output device is a speaker or the like provided in the host vehicle mv that provides various information to the driver of the host vehicle mv by voice.

  The vehicle interior device 6 includes, for example, a device for driving a seat belt of the host vehicle mv, a device for driving a seat (driver seat, front passenger seat, rear seat, etc.), an airbag (front , Devices for driving knees, curtain shields, etc.). And according to the instruction of the control ECU 1, these devices increase the restraint of the occupant of the host vehicle mv by driving the seat or winding up the seat belt, or canceling the safing of the airbag, Reduce collision damage. In addition, it is an example of these apparatuses, Comprising: If it is an apparatus which reduces the damage of the passenger | crew of the own vehicle mv when it collides, it will not be restricted to this.

  Next, an example of the flow of processing performed in the control ECU 1 of the vehicle control device according to the first embodiment of the present invention will be described with reference to FIG.

  FIG. 2 is a flowchart showing an example of the flow of processing performed in the control ECU 1 of the vehicle control device according to the first embodiment of the present invention. In the present embodiment, description will be made assuming that the host vehicle mv can execute the above-described ACC control and PCS control, that is, the ACC control and PCS control can be executed by the control ECU 1 of the vehicle control device.

  The flowchart shown in FIG. 2 is performed, for example, when the control ECU 1 executes a predetermined program stored in a storage unit (not shown) provided in the control ECU 1. 2 is started when the power source of the control ECU 1 is turned on (for example, the start / stop switch of the host vehicle mv is turned on). In the following description, the start / stop switch is simply referred to as SW.

  In step S11 in FIG. 2, the control ECU 1 determines whether or not the SW of the host vehicle mv is ON. If the control ECU 1 determines that the SW of the host vehicle mv is ON (YES), the control ECU 1 proceeds to the next step S12. On the other hand, when the control ECU 1 determines that the SW of the host vehicle mv is not ON (NO), the process of the flowchart ends.

  In step S <b> 12, the control ECU 1 acquires vehicle information of the host vehicle mv from the vehicle information acquisition device 3. Note that in step S12, the vehicle information acquired by the control ECU 1 from the vehicle information acquisition device 3 is, for example, whether the switch for performing the ACC control is pressed by the driver or not. For example, information indicating whether or not the switch for pressing is pressed by the driver. And control ECU1 advances a process to the following step S13.

  In step S13, the control ECU 1 determines whether or not to enter the ACC control mode and the PCS control mode. And control ECU1 advances a process to following step S14, when the judgment by the said step S13 is affirmed (YES). On the other hand, when the determination is negative (NO), the control ECU 1 returns the process to step S12. That is, when the determination in step S13 is affirmed by the control ECU 1, the host vehicle mv is in a state where the control ECU 1 can start the ACC control and the PCS control when a predetermined condition is satisfied.

  Note that the state in which the ACC control mode is entered in step S13 means that the radar apparatus 2 detects another vehicle in front of the host vehicle mv and based on the detection result, the host vehicle mv and the other vehicle (preceding). Controlling the distance to the vehicle). That is, after the determination in step S13 is affirmed (YES), when the preceding vehicle stops by the control ECU 1, the own vehicle mv follows the stop and the safe vehicle distance (the safe vehicle distance is not always constant). The vehicle mv starts when the driver of the host vehicle mv starts when the preceding vehicle starts and the inter-vehicle distance increases after the vehicle stops. This is a state in which such control is performed. In the following description, a preceding vehicle ahead of the host vehicle mv may be referred to as a vehicle speed control object in ACC control.

  Further, the state in which the PCS control mode is entered in the above step S13 means that obstacles such as other vehicles and guardrails around the own vehicle mv are detected, and the own vehicle mv collides with the other vehicles and obstacles. This means that the PCS control as described above can be performed when there is a high possibility. In the following description, an object (such as another vehicle or an obstacle) that is determined by the control ECU 1 as having a high possibility of a collision may be referred to as a collision determination object in PCS control.

  Returning to the description of FIG. 2, it is determined in step S14 whether or not PCS control needs to be executed. Here, the determination in step S14 will be described. As described above, after the determination in step S13 is affirmed, ACC control and PCS control are started by the control ECU 1. In such a state, the control ECU 1 determines whether there is a possibility of collision between the object detected by the radar device 2 and the host vehicle mv based on information obtained from the radar device 2.

  When the control ECU 1 determines that there is a possibility of collision between the object detected by the radar device 2 and the host vehicle mv, the control ECU 1 determines that the PCS control needs to be executed, and affirms the process of step S14 ( YES). On the other hand, if the control ECU 1 determines that there is no possibility (low) of the collision between the object detected by the radar device 2 and the host vehicle mv, it determines that it is not necessary to execute the PCS control, and the process of step S14 Is denied (NO).

  In the determination in step S14, that is, whether or not it is necessary to execute the PCS control, for example, the control ECU 1 uses the signal acquired from the radar apparatus 2 to detect the radar apparatus 2 for the host vehicle mv. May be performed by calculating information on the relative distance and relative speed of the detected object. Specifically, the control ECU 1 uses the sum and difference between the electromagnetic wave irradiated by the radar device 2 and the received reflected wave, transmission / reception timing, and the like, the relative distance of the object detected by the radar device 2 to the host vehicle mv, Relative speed information is calculated. And control ECU1 should just judge whether the own vehicle mv and an object collide based on information, such as a relative distance calculated by the method mentioned above, a relative speed, etc., for example.

  In this case, the object detected by the radar device 2 is, for example, another vehicle (preceding vehicle) traveling in front of the host vehicle mv or an obstacle such as a guardrail. For example, when the preceding vehicle suddenly stops, or when the driver of the host vehicle mv is looking away and there is a possibility that the host vehicle mv and the guard rail come into contact with each other, the control ECU 1 executes PCS control. Judge that it is necessary.

  In step S15, the control ECU 1 determines whether or not to call attention. Here, the alerting may be a collision between the host vehicle mv and the object based on information such as the relative distance and relative speed calculated by the control ECU 1 in step S14. Is an operation to be performed when it is determined to be low (not so high). Specifically, when the control ECU 1 determines that alerting is to be performed, the determination in step S15 is affirmed (YES).

  That is, it is control performed when the control ECU 1 determines that the collision avoidance control described later is not performed. Specifically, for example, when the determination in step S15 is affirmative (YES), the control ECU 1 instructs the brake ECU 4 to control the brake device (not shown) and lightly (specifically, in a short time). Applies the brake in a shorter time and lighter than the brake in the collision avoidance control described later, and alerts the driver.

  The control ECU 1 may control the vehicle interior device 6, more specifically, a speaker or a display device provided in the host vehicle mv together with the above-mentioned alerting, and prompt the driver with alerting by voice or display. .

  On the other hand, if the determination at Step S15 is negative (NO), the control ECU 1 proceeds to Step S16. Note that when the determination in step S15 is negative (NO), specifically, for example, it is determined that the control ECU 1 needs to perform collision avoidance control, which will be described later, based on information such as relative distance and relative speed. This is the case.

  Here, in the collision avoidance control, for example, the control ECU 1 determines that a collision between the host vehicle mv and an object (for example, an obstacle such as a preceding vehicle or a guardrail) cannot be avoided based on information such as a relative distance and a relative speed. In this case, the control ECU 1 instructs the brake ECU 4 to operate the brake of the host vehicle mv without the driver's brake operation and to avoid collision with the object.

  In the flowchart of FIG. 2, the process of step S15 does not have to be performed. That is, the process may proceed to step S16 according to the determination result of the process of step S14. Furthermore, the above-described alerting may be performed after the determination in Step S14 is affirmed without performing the determination in Step S15, that is, without determining whether or not to perform the alerting.

  In step S16, the control ECU 1 determines whether or not the required deceleration of the PCS control exceeds the required deceleration of the ACC control. If the determination in step S16 is affirmative (YES), the ACC control is canceled, that is, stopped in the next step S17. Hereinafter, step S16 and step S17 will be described.

  First, the required deceleration for PCS control and the required deceleration for ACC control will be described. The process proceeds to step S16 when the control ECU 1 determines that the collision avoidance control is necessary as described above. Below, as a scene with the possibility of a collision, for example, a case where a preceding vehicle in front of the host vehicle mv suddenly stops will be described.

  As described above, since the host vehicle mv is in the ACC control mode, in the ACC control performed by the control ECU 1, first, the brake amount necessary to prevent the vehicle from approaching too much with the preceding vehicle ahead of the host vehicle mv, that is, A required deceleration (hereinafter, a brake request amount in ACC control is referred to as a first request amount) is calculated. Then, the control ECU 1 requests the brake ECU 4 to operate the brake with the necessary brake amount. Thereafter, the brake ECU 4 controls the brake device to operate the brake until the first required amount is satisfied.

  In this case, the control ECU 1 instructs the brake ECU 4 to operate the brake with the first required amount. As described above, the control ECU 1 determines that the collision avoidance control is necessary. It is also the case. Therefore, even in the PCS control performed by the control ECU 1, a brake amount necessary for avoiding a collision with the preceding vehicle ahead of the host vehicle mv, that is, a required deceleration (hereinafter referred to as a brake required amount in the PCS control). Is referred to as a second required amount). Then, the control ECU 1 requests the brake ECU 4 to operate the brake with the necessary brake amount.

  Note that the brake control in the PCS control collision avoidance control is performed, for example, to avoid a collision with a preceding vehicle ahead of the host vehicle mv, and the brake amount required by the PCS control (second required amount) is The brake amount (first required amount) that is assumed in the brake control in the ACC control that keeps the distance between the host vehicle mv and the preceding vehicle safe and follows the preceding vehicle is larger. That is, in the collision avoidance control, the brake is operated with a brake amount larger than the brake amount assumed in the ACC control.

  However, when the brake is operated by the ACC control, it is assumed that the brake control of the ACC control is stopped in order to operate the brake by the PCS control for avoiding the collision. In this case, a phenomenon that the brake is once released may occur.

  Therefore, the control ECU 1 first calculates the first request amount and the second request amount. Then, the control ECU 1 instructs the brake ECU 4 to operate the brake with the first required amount and the second required amount. Next, the brake ECU 4 cancels the ACC control when the second request amount catches up (exceeds) the first request amount.

  That is, in this way, when the control ECU 1 requests the brake ECU 4 for the first request amount and then requests the second request amount, the second request amount becomes the first request amount. At the time of catching up (YES in step S16), the ACC control is canceled (step S17), so that the phenomenon that the brake is once released does not occur.

  On the other hand, when the determination in step S16 is negative (NO), the control ECU 1 instructs the brake ECU 4 to operate the brake with the first request amount and the second request amount. This is a case where the control ECU 1 determines that the collision with the preceding vehicle ahead of the host vehicle mv can be avoided by the brake amount of the first required amount, that is, the brake operation of the ACC control.

  In other words, the case where the determination in step S16 is affirmative (YES) is a case where the collision with the preceding vehicle ahead of the host vehicle mv is very high. In this case, the ACC control is canceled in the subsequent step S17. By doing in this way, when the own vehicle mv is performing the ACC control and the PCS control, it is assumed that the own vehicle mv stops without colliding with the object by the PCS control, and the PCS control ends. . At this time, for example, when the host vehicle mv is tilted and stopped, and then the ACC control is restored, the radar device 2 mounted on the host vehicle mv detects other vehicles in the adjacent lane instead of the preceding vehicle. It can happen.

  However, according to the vehicle control device according to the present embodiment, for example, if the host vehicle mv stops without colliding with an object by PCS control, and the PCS control ends, the ACC control is released (stops). Therefore, it is possible to prevent control that follows other vehicles in the adjacent lane instead of the preceding vehicle. As a result, the target acceleration of the ACC control can be accurately set for an appropriate control object. Can be calculated.

  Returning to the description of FIG. 2, in step S18, the control ECU 1 determines whether or not the SW of the host vehicle mv is turned off. If the control ECU 1 determines that the SW is OFF (YES), the process in the flowchart ends. On the other hand, if the control ECU 1 determines that the SW of the host vehicle is not turned off (NO), the process returns to step S12.

(Second Embodiment)
Hereinafter, a vehicle control apparatus according to a second embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the vehicle control device is mounted on a vehicle (specifically, a general passenger car is assumed and is hereinafter referred to as a host vehicle mv).

  Further, in the following description of the second embodiment, only differences from the first embodiment described above will be described, description of similar operations will be omitted, and similar components will be denoted by the same reference numerals. Therefore, the description is omitted.

  FIG. 3 is a flowchart showing an example of a flow of processing performed in the control ECU 1 of the vehicle control device according to the second embodiment of the present invention. In the present embodiment, the description will be made on the assumption that the host vehicle mv can execute the above-described ACC control and PCS control, that is, the vehicle control device executes ACC control and PCS control.

  The second embodiment is different from the above-described first embodiment in the processing after step S25 in FIG. 3 as compared with the flowchart shown in FIG. 2 according to the first embodiment. That is, the difference is from the next step S25 in which the control ECU 1 determines that the PCS control needs to be executed (YES) in the process of step S24 of the flowchart shown in FIG.

  In step S25, the control ECU 1 determines whether or not the object in the PCS control is a moving body. If the control ECU 1 determines that the object in the PCS control is a moving body, the control ECU 1 affirms (YES) the determination in step S25 and proceeds to the next step S26. On the other hand, if the control ECU 1 determines that the object in the PCS control is not a moving body, the control ECU 1 negates (NO) the determination in step S25 and returns the process to step S24.

  Specifically, in the PCS control as described above, based on information obtained from the radar device 2 mounted on the host vehicle mv, a moving body such as another vehicle in front of the host vehicle mv or a movement of a guard rail or the like. This predicts the possibility of a collision with an obstacle that does not, and performs control to reduce the impact when the collision occurs.

  On the other hand, in ACC control, as described above, based on information obtained from the radar device 2 mounted on the host vehicle mv, the preceding vehicle traveling (moving) in front of the host vehicle mv and the host vehicle mv. That is, the radar apparatus 2 detects the moving body and controls the distance from the preceding vehicle.

  That is, when the determination in step S25 is affirmative, it is considered that the PCS control is being performed on another vehicle (preceding vehicle) in front of the host vehicle mv that is the vehicle speed control object of the ACC control. In other words, the ACC control and the PCS control are considered to have the same object as the control object. Therefore, the control ECU 1 cancels the ACC control (step S26) in later step S26, and controls the control object as PCS control.

  On the other hand, the case where the determination in step S25 is denied is, for example, a case where the vehicle speed control target of the ACC control is another vehicle in front of the host vehicle mv, and the collision determination target object of the PCS control is a guard rail or the like. In this case, the ACC control is not canceled. In this way, for example, the risk of collision with the guardrail can be dealt with by PCS control, and other vehicles in front of the host vehicle mv can be dealt with by ACC control. It can be done reliably. That is, the target acceleration of ACC control can be accurately calculated for an appropriate control object.

  Although not shown in the flowchart of FIG. 3, the processing of step S16 shown in the flowchart of FIG. 2 may be performed after the determination in step S25 is affirmed.

  Moreover, since the process after step S26 is the same as the process after step S17 shown in FIG. 2, the description is abbreviate | omitted.

(Third embodiment)
Hereinafter, a vehicle control apparatus according to a third embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the vehicle control device is mounted on a vehicle (specifically, a general passenger car is assumed and is hereinafter referred to as a host vehicle mv).

  Further, in the following description of the third embodiment, only differences from the first embodiment described above will be described, description of similar operations will be omitted, and similar components will be denoted by the same reference numerals. Therefore, the description is omitted.

  FIG. 4 is a flowchart showing an example of a flow of processing performed in the control ECU 1 of the vehicle control device according to the third embodiment of the present invention. In the present embodiment, the description will be made on the assumption that the host vehicle mv can execute the above-described ACC control and PCS control, that is, the vehicle control device executes ACC control and PCS control.

  The third embodiment is different from the above-described first embodiment in the processing after step S35 in FIG. 4 as compared with the flowchart shown in FIG. 2 according to the first embodiment. That is, the difference is from the next step S35 in which the control ECU 1 determines that the PCS control needs to be executed (YES) in the process of step S34 in the flowchart shown in FIG.

  In step S35 of FIG. 4, based on the information from the vehicle information acquisition device 3, the control ECU 1 determines whether or not the driver is in the accelerator override, that is, whether or not the driver of the host vehicle mv is stepping on the accelerator. And control ECU1 returns a process to step S34, when it is judged that the driver of the own vehicle mv is stepping on an accelerator (YES). On the other hand, if the control ECU 1 determines that the driver of the host vehicle mv is not stepping on the accelerator (NO), the control ECU 1 proceeds to step S36.

  Note that the processing after step S36 after the negative determination at step S35 is the same as the processing after step S16 shown in FIG.

  By doing in this way, there exists an effect demonstrated below. In general, when the driver of the host vehicle mv is stepping on the accelerator pedal during ACC control, the ACC control mode (control to follow the preceding vehicle) is not performed although the ACC control mode is set. Generally, in this case, the ACC control is not canceled. In other words, when the driver is stepping on the accelerator pedal, the driver has sovereignty over the driving operation of the host vehicle mv, and the traveling speed of the host vehicle mv is controlled by the driver's accelerator operation. .

  Note that the determination in step S35 is affirmative (YES) even though the control ECU 1 determines that there is a possibility of collision between the object detected by the radar device 2 and the host vehicle mv. This is the case when the accelerator pedal is depressed. Specifically, for example, a case where the driver of the host vehicle mv is looking away is assumed. Therefore, when it is determined that the PCS control needs to be executed and the driver is stepping on the accelerator pedal, the ACC control is not released (stopped) in the subsequent processing. Therefore, even when the driver of the host vehicle mv is looking away, the ACC control is not released, and the ACC control is executed when the driver removes his / her foot from the accelerator pedal. You can travel.

  On the other hand, when the driver does not step on the accelerator pedal, the process proceeds to step S36. That is, when the host vehicle mv performs the ACC control and the PCS control, it is assumed that the brake device is controlled before the collision by the PCS control and the host vehicle stops. Then, the ACC control is canceled when the condition described in step S16 in FIG. 2 is satisfied (step S37 in FIG. 4).

  At this time, for example, when the host vehicle mv is tilted and stopped, and then the ACC control is restored, the radar device 2 mounted on the host vehicle mv detects other vehicles in the adjacent lane instead of the preceding vehicle. It can happen. In this case, in the ACC control, it is possible to prevent the control from following the other vehicle in the adjacent lane instead of the preceding vehicle. As a result, the target acceleration of the ACC control can be accurately calculated for an appropriate control object.

(Fourth embodiment)
Hereinafter, a vehicle control device according to a fourth embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the vehicle control device is mounted on a vehicle (specifically, a general passenger car is assumed and is hereinafter referred to as a host vehicle mv).

  Further, in the following description of the fourth embodiment, only differences from the first embodiment described above will be described, description of similar operations will be omitted, and similar components will be denoted by the same reference numerals. Therefore, the description is omitted.

  The fourth embodiment is different from the above-described first embodiment in the processing after step S46 in FIG. 5 compared to the flowchart shown in FIG. 2 according to the first embodiment. That is, the difference is from the next step S46 in which the control ECU 1 affirms (YES) the determination in the process of step S45 of the flowchart shown in FIG.

  In step S46 of FIG. 5, the control ECU 1 determines whether or not the target acceleration of the ACC control is a positive value. And control ECU1 advances a process to the following step S47, when the judgment of the said step S46 is affirmed (YES). On the other hand, if the determination at step S46 is negative (NO), the control ECU 1 returns the process to the next step S45.

  When the determination in step S46 is negative, the brake amount necessary to prevent the vehicle mv from being too close to the preceding vehicle ahead of the host vehicle mv, that is, the required deceleration, is calculated. In this state, the brake is requested to operate with the necessary brake amount. On the other hand, the case where the determination in step S46 is affirmative is a case where it is no longer necessary to operate the brake in the ACC control, that is, the vehicle is accelerated by the accelerator operation of the driver of the host vehicle mv. In this case, the ACC control is released in the next step S47.

  For example, it is assumed that after the determination in step S45 is affirmed, the ACC control is released without performing the process in step S46. As described above, when the first required amount is requested from the control ECU 1 to the brake ECU 4 and then the second requested amount is requested in step S45, the second requested amount becomes the first requested amount. Once caught up (YES in step S45), the process proceeds to step S47 and the ACC control is canceled. However, after the determination in step S45 is affirmed, the brake ECU 4 of the host vehicle mv is required to operate the brake with a larger brake amount through the process of step S46. Not only can the target acceleration of the ACC control be accurately calculated for an appropriate control object, but the phenomenon that the brake is once released is less likely to occur.

  Note that the processing after step S47 is the same as the processing after step S17 shown in FIG.

  The aspect demonstrated by the said embodiment shows a specific example only, and does not limit the technical scope of this invention at all. Therefore, any configuration can be adopted within a range where the effect of the present application is achieved.

  The vehicle control device according to the present invention can be used for a vehicle control device mounted on a vehicle.

1 ... Control ECU
2 ... Radar device 3 ... Vehicle information acquisition device 4 ... Brake ECU
5 ... Engine ECU
6 ... Vehicle interior equipment

Claims (7)

A vehicle control device mounted on the host vehicle,
Detecting means for detecting objects around the vehicle;
Vehicle speed control means for controlling an inter-vehicle distance between the preceding vehicle and the own vehicle when it is determined that an object around the own vehicle is a preceding vehicle ahead of the own vehicle;
Collision determination means for determining an object detected by the detection means as a collision determination target and determining the possibility of collision between the collision determination target and the host vehicle;
When the collision determination means determines that the collision determination object and the host vehicle are likely to collide, avoidance control for avoiding a collision between the collision determination object and the host vehicle is performed. Control means for
The host vehicle that is controlled by the vehicle speed control unit when a predetermined condition is satisfied when the avoidance control by the control unit and the vehicle speed control of the host vehicle by the vehicle speed control unit are performed. A vehicle control device comprising stop means for stopping control of the vehicle speed.   The stop means stops the control of the vehicle speed of the host vehicle, which is performed by the vehicle speed control means, based on the relationship between the deceleration by the vehicle speed control means and the deceleration by the control means. The vehicle control device according to claim 1. The collision determination means determines the possibility that the collision determination target object and the host vehicle collide according to a collision time until the collision determination target object and the host vehicle collide,
In the avoidance control performed by the control means, when the control means determines that the collision time is less than or equal to a first threshold value, it controls the equipment provided in the own vehicle and pays attention to the driver of the own vehicle. The brake control is performed so that the collision determination object does not collide with the host vehicle when it is determined that the collision time is equal to or less than a second threshold set in a time shorter than the first threshold. For the brake device provided in the vehicle,
2. The vehicle according to claim 1, wherein the stop unit stops the control of the vehicle speed of the host vehicle that is performed by the vehicle speed control unit when the brake control is performed by the control unit. 3. Control device.   When the control means determines that the control means needs to perform avoidance control for avoiding a collision between the collision determination target object and the host vehicle, the collision determination target object is It is determined whether or not the vehicle is a moving body, and the vehicle speed control performed by the vehicle speed control means is stopped when it is determined that the collision determination target is a moving body. The vehicle control device according to claim 1. Vehicle information acquisition means for acquiring information indicating whether or not the accelerator pedal of the host vehicle is depressed,
The stop means stops the control of the vehicle speed of the host vehicle that is performed by the vehicle speed control means when it is determined that the accelerator pedal of the host vehicle is not depressed based on the information. The vehicle control device according to claim 1.   The stop means stops the vehicle speed control performed by the vehicle speed control means when the vehicle speed control means determines that it is necessary to accelerate the vehicle speed of the own vehicle. The vehicle control device according to claim 1.   The vehicle further comprises return means for returning control of the vehicle speed performed by the vehicle speed control means that has been stopped by the stop means when a predetermined operation is performed on the own vehicle. The vehicle control device according to 1.

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